Scotching arrangement, especially for the scotching of rolling loads on railway trucks



Sept. 15, 1953 R. PORTE SCOTCHING ARRANGEMENT, ESPECIALLY FOR THE SCOTCHING Filed April 27, 1949 OF ROLLING LOADS ON RAILWAY TRUCKS 4 Sheets-Sheet 1 Sept. 15, 1953 R FORTE SCOTCHING ARRANGEMENT, ESPECIALLY FOR THE SCOTCHING OF ROLLING LOADS ON RAILWAY TRUCKS 4 Sheets-Sheet 2 Filed April 27, 1949 Sept. 15, 1953 PQRTE 2,652,003

SCOTCHING ARRANGEMENT, ESPECIALLY FOR THE SCOTCHING OF ROLLING LOADS 0N RAILWAY TRUCKS Fild April 27, 1949 4 sheets-sheet 3 as w 1 3 N I g {I l I I I I \II N G l i g. I I B...-

c Y i Q1 a: q; i I Inventor-2 i Ren orie attorney Sept 15, 1953 R. PORTE 2,652,003

SCOTCHING-ARRANGEMENT, ESPECIALLY FOR THE SCOTCHING OF ROLLING LOADS ON RAILWAY TRUCKS Filed April 27, 1949 4 Sheets-Sheet 4 lm/encov Rene ow-(e Attorngy Patented Sept. 15, 1953 UNITED STATES PATENT OFFICE 2,652,003 scorching}; ARRANGEMENT, ESPECIALLY FOR THE SCOTCHING 0F ROLLING LOADS 0N RAILWAY TRUCKS Ren Porto, Paris, France, assignor to Socit pour lUnion des Transports Ferroviaires et Routi'ers, Paris, France, a French corporation Application April 27, 1949, Serial No. 89,852 In France December 2, 1948 v 5 Claims.

This invention relatesto scotching arrangements for rolling or other loads, and relates especially to arrangements of the character indicated which effect the scotching of rolling loads, such as automobile vehicles or their trailers, containers, etc., on railroad cars.

The main object of the present invention is to provide arrangementswherein; thescotch'es are protected against theft and their handling and application is facilitated; I

The invention consists, principally, in providing a device of the character described which has means for fixingthe scotches to the platform, or other support adapted to receive them, these fixing means being of suchstructure that they allow the scotches to be freely moved in order to bring them to any desired position.

The invention also comprises constructional features which arepreferably embodied in the scotches for scotohingrolling; loads on railroad cars having carrier rails for receiving the rolling loads. In accordance with oneembodiment, the scotches are constructed to take up shocks encountered in transit.

According to another arrangement of the invention, the clamping of a scotch on a carrier rail is effected by a resilient device which draws together the clamping jaws by the action of a cam or the like operated by the user.

According to still another arrangement, there are provided removable and; adjustable connecting means between the scotches in relation to a wheel of the vehicle to be transported.

The invention will be easily understood with the help of the following description and the accompanying drawings which are given only by way of example. v

Fig. 1 is a side elevational view of a railroad car adapted for transporting wheeled vehicles and provided with scotching arrangements embodying features of; thepresentinvention; V

Fig. 2 is a plan-view of the railroad car shown in 1; k

Fig. 3 is an end elevational view of the railroad car shown in Figs. 1 and 2; I

Fig. 4' is a detailed elevationalview on a larger scale of a scotch according. to the invention;

Fig. 5 is a sectional view through the rail shown in Fig. 4 illustratingthe scotch in end elevation;

Fig. 6 is an elevational View on an enlarged scale of scotches in accordance withanotherembodiment of the invention;

7 is a plan view oftlie arrangement-shown inFig. 6, and t I Fig. 8 is a sectional View taken along. the line vim-V111 of Fig. 6.

According to theinvention, and as shown in the drawings, scotching means are provided on a railroad car which is provided with rails or frames 2 for receiving the wheels of trucks or the like to be carried by the railroad car.

It has previously been proposed to use chains for connecting the scotches to the platform of the car. This arrangement, however, has practical disadvantages. The chains interfere with free movement on the car platform and they do not allow sufficient choice of movement for the scotches.

To remedy these inconveniences, accord ng to the invention, the scotches or other means of scotching are fixed to the platform of the railroad car by means which allow them to be easily moved longitudinally of the car to the various points where scotching is to be carried out.

For this purpose, the said means are disposed in such a manner that they are available for use all along the rails or frames 2. It is for this purpose, according to one advantageous embodiment of the invention shown in the drawings, that rings A are welded to the scotches 3, which are intended to be used at some point along the rails 2, these rings being fitted to a common longitudinal rod 5 extending the entire length of the rails 2 and fixed to the latter by suitable means, such as bolts, 6, arranged either at the two extremities of the car, or as shown, at the two eX- tremities and in the middle. In this latter case, the scotches may move half the length of the railroad car, which is suiiicient.

It will be seen therefore, that the scotches cannot be stolen without dismantling the rod 5, a task which is relatively long and laborious.

The scotches, as a whole, apart from the means shown, canbe made in numerous Ways.

It is advantageous; however, to make the scotches, for example, shown in Fig. 4.

The profile i facing the wheels 3, has a progressive curve so that the rolling load, under the effects of the shocks imparted to the railroad car, has a tendency to climb the scotches and the weight of theload tends to force the scotches into frictional engagement with the rails, but slight sliding movement is permitted if the force of the shock is excessive. The said scotches, as shown in Figs. l and 5; comprise jaws 9 and 9a which are carried by a screw or the like Hi, which is in turn supported by the scotch. The jaw 9a is slipped over the outer end of screw I0 and is forced againstthe outer edge of the rail 2 by means of a nut 1a which is formed with a ratchet H,- a pawl Ila cooperating with the ratchet H to hold it against reverse movement.

The degree of frictional engagement of the jaws with the rail is controlled by the degree of tightening of the nut [a.

As shown in the drawings, a vehicle [2 of the trailer type, has been shown fitted with pneumatic tires 13 with metal wheels 8 on the axle, the metal wheels being intended to run on the rails 2. The trailer also has, in front, two small wheels [5.

Experience has shown that in certain cases it is of advantage to provide means for clamping the scotches which exerts a pressure which is independent of the strength of the user, adjusting means being also advantageously provided to allow the pressure to be varied when desired.

An illustrative embodiment of an arrangement including these features is shown in Figures 6, 7 and 8. According to this arrangement, a member 16 is part of the scotch 3 and is integral with a jaw 9 of the jaw 9 which is placed towards the axis (not shown) of the carrying platform. On the member I6 is mounted a second clamping jaw 9 of the scotch, and a cam l1 arranged to insure, by means of a resilient arrangement, the clamping of the jaws.

With regard to the respective positions of the jaw 9 and the cam 11, it is of advantage to arrange these two members in such a way that, as in the embodiment shown, the pivotal axis l8 of the jaw 9" is placed towards the upper part of this jaw, and the pivotal axis IQ of the cam I1 is placed at a lower level than that of the axis It. In fact, if care is taken to connect the two jaws 9' and 9 by a spring 20 arranged as shown in Figure 8, the two jaws have a tendency to open as soon as the jaw 9" is no longer supported by the cam [1.

As regards the resilient means between the cam IT and the jaw 9", it is advantageous to. make said means in the form of a push-button 2! or the like held against the action of spring washers, for example Belleville washers 22. The adjustment of the pressure obtained can be effected by means of the preceding resilient means, or any other suitable means, for example, by adding to these means, especially when Belleville washers are used, washers 'of varying thickness.

The operation of cam I! can be brought about directly with the help of an arm 23 connected to said cam, which arm may be extended by a lengthenin piece 23'. The arm 23 and the cam I! are preferably arranged so that in the clamping position of the scotch 3, the arm 23 abuts against a lug 24 or the like and the cam is in a position of stable equilibrium, in spite of the thrust given by the washers 22.

Even better still, another arrangement of the invention may be used, according to which removable connecting means are again employed, which means are advantageously adjustable between the two scotches in relation to the same wheel of the vehicle to be transported.

The advantages of scotches not integral with the platform of the railroad car have previously been stated. The main advantage is that it allows a slight sliding of the scotch if the transport railroad car is submitted to violent shocks. In this way the transmission to the vehicle being carried of too great a part of the shock is avoided, in spite of the effect already produced by the profile of the scotch, on which the wheel 8 can mount in case of shock.

It has nevertheless been noticed that, in the case of scotches which are independent of one another, the sliding of certain of the scotches,

owing to a violent shock, may make a reclamping' necessary before the transportation of the vehicle on the car is continued.

In this way it is of advantage to join together the two scotches associated with a single wheel so that the eventual sliding of one scotch in relation to that wheel leads to equal sliding of the other scotch of the same wheel and the clamping of the transported vehicles remains the same.

The joining of the two scotches of a pair can be effected in any usual manner already known. It is particularly advantageous to use a simple strong hook 25 connected to one of the scotches, and which can be hooked into one of two holes 26, 26, provided in a member 21 connected to the other scotch, according to the diameter of the wheel to be scotched.

In Figure 8, the position which a scotch completely freed from therail 2 can occupy in the embodiment adopted, after loosening the jaws, is shown in dot and dash lines.

It is apparent that the invention is not limited in any way to the embodiments above described and illustrated in the drawings, and includes all possible variants within the scope of the following claims.

I claim:

1. In combination with a railroad car having a load-supporting surface, a pair of spaced parallel rails extending longitudinally of said surface and adapted to receive wheel members of a road vehicle to support said road vehicle on the railroad car, chocks adapted to rest upon the rails to prevent movement of the road vehicle, said chocks including a ring member, a common longitudinally extending chock supporting means slidably engaging the ring member of the chocks and secured parallel to the rail on each side of said railroad car whereby to permit movement of the checks along the rails, said chocks being transversely pivotable about said supporting means for movement into and out of engagement with said rails, and clamping means carried by said chocks for clamping said checks against said rails.

2. In combination with a railroad car having a load-supporting surface, a pair of spaced parallel rails extending longitudinally of said surface and adapted to receive wheel members of a road vehicle to support said road vehicle on the railroad car, chocks adapted to rest upon the rails to prevent movement of the road vehicle, said chocks including a ring member, a common longitudinally extending chock supporting means slidably engaging the ring member of the chocks and secured parallel to the rails on each side of said railroad car whereby'to permit movement of the chock along the rails, said chocks being transversely pivotable about said supporting means for movement into and out of engagement with said rails, and clamping means carried by said chocks for clamping said chocks against said rails, said clamping means including a fixed jaw integral with the chock and adapted to engage one side of the rail, a pivotally-mounted movable jaw pivotable into engagement with the other side of the rail, and means for moving said pivotable jaw into engagement with the rail.

3. In combination with a railroad car having a load-supporting surface, a pair of spaced parallel rails extending longitudinally of said surface and adapted to receive wheel members of a road vehicle to support said road vehicle on the railroad car, chocks adapted to rest upon the rails to prevent movement of the road vehicle, said chocks including a ring member, a common longitudinally extending chock supporting means slidably engaging the ring member of the chocks and secured parallel to the rails on each side of said railroad car whereby to permit movement of the shocks along the rails, said chocks being transversely pivotable about said supporting means for movement into and out of engagement with said rails, and clamping means carried by said chocks for clamping said checks against said rails, said clamping means including a fixed jaw integral with the chock and adapted to engage one side of the rail, a pivotally-mounted movable jaw pivotable into engagement with the other side of the rail, means for moving said pivotable jaw into engagement with the rail, and means for pivoting said pivotable jaw out of engagement with the rail when the jaw moving means is released.

4. In combination with a railroad car having a load-supporting surface, a pair of spaced parallel rails extending longitudinally of said surface and adapted to receive wheel members of a road vehicle to support said road vehicle on the railroad car, chocks adapted to rest upon the rails to prevent movement of the road vehicle, said chucks including a ring member, a common longitudinally extending chock supporting means slidably engaging the ring member of the chocks and secured parallel to the rails on each side of said railroad car whereby to permit movement of the chocks along the rails, said chocks being transversely pivotable about said supporting means for movement into and out of engagement with said rails, and means for connecting a chock on one rail with an adjacent chock on the same rail, said connecting means comprising a hook member secured to one of said chocks and an eye member secured to the other of said checks.

5. In combination with a railroad car having a load-supporting surface, a pair of spaced parallel rails extending longitudinally of said surface and adapted to receive wheel members of a road vehicle to support said road vehicle on the railroad car, chocks adapted to rest upon the rails to prevent movement of the road vehicle, said chocks including a ring member, a common longitudinally extending chock supporting means slidably engaging the ring member of the chocks and secured parallel to the rails on each side of said railroad car whereby to permit movement of the chocks along the rails, said checks being transversely pivotable about said supporting means for movement into and out of engagement with said rails, and clamping means carried by said checks for clamping said chocks against said rails, said clamping means including a fixed jaw integral with the chock and adapted to engage one side of the rail, a movable jaw slidable into engagement with the other side of the rail, and means for sliding said movable jaw into engagement with the rail.

RENE FORTE.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 866,474 Keeran Sept. 17, 1907 1,102,773 Martin July '7, 1914 1,580,836 McGahey Apr. 13, 1926 1,990,562 Otis Feb. 12, 1935 2,067,694 Clarke Jan. 12, 1937 2,144,081 Porte Jan. 17, 1939 2,170,008 Breyley Aug. 22, 1939 FOREIGN PATENTS Number Country Date 454,878 Great Britain Oct. 9, 1936 

